Individual suspension mounting for driven wheels



INDIVIDUAL SUSPENSION MOUNTING FOR DRIVEN WHEELS Filed Sept. 9, 1948March 17, 1953 c. UTZ ET AL 5 Sheets-Sheet 1 Q INVENTORS.

C'iz'esier C V32- BY Jain ICaIZz'er.

March 17, 1953 c. c. UTZ' ET AL 5 5 INDIVIDUAL SUSPENSION MOUNTING FORDRIVEN WHEELS Filed Sept. 9, 1948 3 Sheets-Sheet 2 I INVENTORLS.C'kesfer C. Wzz. BY\75%72 .Z. Ca/Zzr.

iffdF/VZKSZ 1 3 m z 8 1 m w my w w Ma N 6 q, m c M M 2 a "Z 7 m f 7 S mr H 3 741M. 2 m M C. C. UTZ EI'AL INDIVIDUAL SUSPENSION MOUNTING FORDRIVEN WHEELS March 17, 1953 Filed Sept 9, 1948 Patented Mar. 17, 1953INDIVIDUAL SUSPENSION MOUNTING FOR DRIVEN WHEELS Chester 0. Utz,Detroit, and John E. Collier, Highland Park, Mich.,

Delaware assignors to Chrysler Comoration, Highland Par k, Mich., acorporation of Application September 9, 1948,-Serial No. 48,464

2 Claims. '1

Cur invention relates to motor vehicles and more particularly toimproved motor vehicle wheel suspension assemblies.

'It is a principal object of our invention to provide :a motor vehiclewith a plurality of wheel suspension assemblies to thereby independentlysuspend each of the wheels of the vehicle in a novel and improvedmanner.

It is another object of our invention to provide a motor vehicle with aplurality of wheel suspension assemblies each of which being soconstructed tointerchangeably detachably mount each wheel of the vehicleat any wheel supporting station on the vehicle.

Another object of our invention is to provide a motor vehicle with aplurality of substantially identical wheel suspension assemblies whichare so constructed that each assembly may be replaced by a standardassembly common to all.

Still a further object of our invention is to provide a motor vehiclewith a plurality of independent wheel suspension assemblies havingimproved simplicity of construction and capable of being manufactured atrelatively low cost.

Another object of our invention is the provision of an improved vehicleframe structure wherein the differential axle housings of the vehicleare employed to support the side rails of the frame structure.

Other objects and advantages will become more apparent from thefollowing description of one embodiment of our invention, referencebeing made to the accompanying drawings, in which:

Fig. l is a plan view of a motor vehicle frame structure embodying ourimproved suspension assemblies;

Fig. 2 is a fragmentary side elevational view of the vehicle framestructure embodying our invention;

Fig. 3 is a front elevational ture shown in Fig. 2;

F'ig. 4 is a fragmentary. perspective view of one end of the framestructure embodying our improved suspension;

Fig. 5 is a fragmentary perspective view similar to Fig. 4 with portionscut away;

Fig. 6 is an enlarged sectional view taken on the line 6-6 of Fig. 3;

Fig. '7 is a detail enlarged sectional view taken on the line 'il ofFig. 3.

In the drawings, we have shown a motor vehicle chassis, generalldesignated by numeral l0, comprising a pair of substantially parallel,longitudinally extending side rails H and I2. The side rails H and 1-2are of a channeled conview of the struc- "nated by the numerals 22 and[5 which are welded to the side rails andserve to hold them in assembledrelationship.

For the purpose .of description, the chassis it) may .be convenientlydivided into two sections. As viewed in Fig. l, the section on the leftembodies the steerable wheels while the section on the right embodiesthe non-steerable wheels.

The section on the left comprises an axle housing, generally designatedby the numeral l6, having :a differential housing I! and two oppositelyextending tubular portions 18, each of which is adapted to cover"portions of a vehicle axle 83 which extends outwardly from thedifferential housing ll. The axle housing It is retained relative :tothe side rails I I and Why bracket members 19 and 29. The innermostextremities of the bracket members 19 and 20 are secured by bolts .20 tothe upper side of the tubular portions i8 adjacent the differentialhousing H. The other extremities of the bracket members 19 and. 20 arebolted to the side rails II and I2, respectively, by nut and boltassemblies 2|. Wheel suspension assemblies, generally desigand 23, aredisposed on the outer faces of the side rails II and !2, respectively.The assembly '22 is identical to the assembly 23 with minor exceptionshereinafter all) described. For this reason, a description of one willsuffice for both. Like parts in each assembly' have been given likenumbers.

Theassembly 2'2 includes a bracket 24 having an upright inner wallportion 25 which is bolted to the side nail II by bolts 2|, and a pairof substantially parallel side Wall portions 26 and 21 extendingoutwardly therefrom. These wall portions 26 and 21 are of generallytriangular configuration and are integrally connected at their upperends, as more clearly shown in Figs. 3 and 4, by horizontal wall 28. Thewall 25 is provided with a shoulder portion 29 offset inwardly of thechassis for seating on the lower edge of the side rail II. The sideWalls 26 and 21 are respectively provided with registering integralthreaded couplings 3i and 31 receiving bushings 32 and 33, which arethreaded on the opposed extremities of an internally splined sleeve 34.The bushing 32 has, also, a closure plug 35 threaded therein.

The sleeve '36 is adapted to receive one extremity of a torsion bar 36.This extremity is also splined and is disposed within the sleeve 34intermediate its end'portions. The other extremity of the torsion bar 36is fixed to the side rail by a torsion bar anchoring mechanism 31. Thebushing 33 is provided with an oil seal 38 adjacent its one end thereofwhile its other end is provided with a dust seal 33. The bushing 32 isprovided with a dust seal 48 at the extremity opposite to the extremityadjacent the closure plug 35.

The sleeve 34 has welded thereto intermediate its end portions an innerextremity of an upper control arm 4 l. The outer extremity of the uppercontrol arm is provided with a ball joint socket 42 which receives aball member 43. The ball member 43 is connected to a drum member 44which rotatably carries a wheel 45. The member 44 is provided with aball joint socket 46 disposed on the opposite side thereof from the ballmember 43 and receives a ball member H which is connected to the outerextremity of a Wishbone or lower control arm 45. The lower control arm48 is provided with legs 45. and 55 which in turn are provided withthreaded couplings and 52', respectively. The couplings 5i and 52 arethreaded on bushings 53 and 54, respectively, which in turn are threadedon threaded extremities 55 and 55 of a lower control arm rod 51'. Therod 5'5 is secured to the lowermost extremity of the bracket 24 by nutand bolt assemblies 5? and 58, as more clearly shown in Fig. 7. The nutand bolt assemblies 51 and 58 also serve to rigidly fix bracket members59, Gil, and SI to the lower end of the bracket 24. Brackets 59 and 65are each provided with outwardly extending flanges which together form aleg 52 while brackets an and SI are similarly provided with flangeswhich together form a leg 53. Each of the legs 62 and 53 is providedwith a coupling 54 and 65, respectively, which may be employed toreceive a bolt 55 which in turn fixes the lower end 51 of a shockabsorber 53. It is apparent that the stud 56 may be positioned in eithercoupling 64 Or coupling 65 depending upon which side of the assembly 22the shock absorber 63 is to be mounted. The bracket 2 is furthersupported relative to the axle housing It by a bracket l9 which issecured at its outer end to the bracket 24 by nut and bolt assemblies5'! and 58 and at its inner end to the under side of the portion [3 bybolts 2!.

The upper control arm is provided with plates 69 and H3 which are boltedto the respectively onposite vertical surfaces of the arm 4i by bolts H.Each of the plates 59 and H3 is provided with apertures 72 for receivingbolts '!3 which in cooperation with a collar 14 and a nut serve toretain the upper end portion it of the shock absorber 6B in position.The bolt 13 may connect the upper end portion is of the shock absorber'18 to either plate 69 or plate is depending upon which side of theassembly 22 the shock absorber 68 is mounted. i the upper end It of theshock absorber 68 is connected to the plate 59, then the lower end 6!would be connected to the leg 62, which is formed by the brackets and50. Similarly. if the upper end is of the shock absorber 58 wereconnected to the plate 19, then the lower end 6? would be connected tothe leg 63 which is formed by the brackets fill and 6!, as more clearlyshown in Figs. 6 and 7.

The wall portion of the bracket 24 is provided with an opening 15 forreceiving an enlarged cup-like end 83 of the tubular member 18. Thisenlarged end 85 acts as a portion of a universal joint and receivestherein a portion of a cup-like section 8| which encloses a portion ofthe axle 83 of the vehicle.

A cup-like member 84 encloses another portion of the axle 83 and isreceivable within an opening 85 in the drum member 44 and acts as auniversal joint therewith. In this manner the axle 83 extends from thedifferential housing I! through the member l8, the cup-like end 8!], thesection 8|, the member 84, and is connected to the Wheel 45 through theopening 85 in the drum member #34. The axle S3 is uncovered between thesection 8! and the member 84 and is separable at a point 86 for reasonshereinafter described.

The drum member 44 is provided with apertures 3? and 88 which areadapted to receive nut and bolt assemblies 88 for securing portions of asteering mechanism generally designated by the numeral 98. The mechanism953 comprises a wheeland assembly 9| which actuates a control unit 92which in turn operates links 93, 5t, and 95. Links 93 and 95 arepivotally connected to links 95 and 91, respectively, which are securedto drum members 44 by nut and bolt assemblies 89 of suspensionassemblies 22 and 23, respectively. The apertures 8'! are employed 5.when securing the link 51 to the drum member of assembly 23.

It should be noted that the suspension assemblies 22 and 23 areidentical in structure with the exceptions that the torsion bar 35 isreceivedin one of the assemblies through wall 26 and in the otherthrough wall 2?, and that in one assembly the shock absorber is mountedon one side of the upper control arm 4! while in the other the shockabsorber is mounted on the other side" i of the control arm 4|. This istrue even though,

as viewed in Fig. l, the shock absorbers are on the sides of theassemblies 22 and 23 closest the end of the vehicle.

As viewed in Fig. 1, the section'on the right comprises wheel suspensionassemblies 98 and 59 which are identical to the assemblies 22 and 23with the exception that the hub members 44 are connected to links I63and lfll which are pivotally connected to links H32 and H13respectively. The links Hi2 and 503 are provided with ball members I 54and :05, respectively, which in turn are disposed in ball sockets I08and 01, respectively. The ball sockets I06 and I8! are secured to siderails I2 and II, respectively. The links and ii)! serve to hold therespective wheels of the assemblies 98 and 99 in non-steerablealignment. The sockets H35 and Ill! are so positioned on the side railsrelative to the suspension assemblies that the wheels are allowed tomove about their axes of suspension without departing from alignment.

In operation, each suspension assembly opcrates independently of theothers. Axle housings it are disposed at each end of the vehicle and,therefore, accommodate four-Wheel drive of the vehicle if desired.

Although not shown in the drawings for reascns of simplicity, thevehicle is provided with a conventional motor which may be mountedthereon preferably adjacent the assemblies 22 and 23. This motortogether with the axle housings H3 and axles 83 form the power mechanismof the vehicle for rotating the wheels 45.

As heretofore described, the suspension assemblies 22., and 99 areidentical with certain exceptions. Therefore, one standard suspensionassembly-is common to all. Each standard assembly generally comprisesthe bracket 24, the upper and lower control arms 4! and 48, re-

.spectively, the drum member 44 carrying the.

wheel 45, the shock absorber 68 mounted on either side of the suspensionas desired, the cuplike member 84, and the portion of the axle 83 fromthe point 86 to the wheel 45. The bracket I9 is also a part of thisassembly.

To mount this suspension on the frame struc ture H], the bracket 24 isfirst secured by the nut and bolt assemblies 2| to either rail H or IEdepending on whether this suspension is to be suspension 22 or 99 onside rail II or suspension 23 or 98 on side rail !2. The torsion bar 36may then be inserted within the sleeve 34 through either the wall 26 or27 again depending on where the suspension is mounted. The end of thesleeve 34 not receiving the torsion bar is closed by the threaded plug35. The shock absorber 68, if mounted on the proper side, is left alone.If, however, it is desirable to mount the shock absorber on the otherside of the suspension, it may be done as heretofore described.Connection of the axle 83 at the point 86 may then be accomplished. Theassembly is completed by connecting the drum member 44 to one of thelinks 95, 96, N16, or 101, depending upon at which point on the framestructure the suspension assembly is mounted.

Although but one embodiment of the invention is herein shown anddescribed it will be understood that various changes in the details ofconstruction and materials employed may be made without departing fromthe spirit of the invention.

We claim:

1. A motor vehicle comprising a frame structure including spacedlongitudinally extending side rails and forwardly and rearwardlydisposed axle and differential housings rigidly connected between saidside rails, roadwheels, a plurality of Wheel supporting means eachsupporting one of said wheels at a predetermined location on said framestructure adjacent one of said housings, each of said supporting meansincluding a bracket having a first portion secured to one of said siderails and a second portion secured to one of said housings, each of saidwheel supporting means further including linkage means pivotallyconnected at one end thereof to one of said brackets and wheeljournalling means pivotally carried by the other end of said linkagemeans and mounting one of said wheels and spring means between saidlinkage means and frame structure, and a plurality of axle means eachextending from one of said housings to one of said wheels, each of saidaxle means having separable sections to 6 facilitate the removabilityand attachment of said wheel j ournalling means.

2. A motor vehicle comprising a frame struc ture including spacedlongitudinally extending side rails and forwardly and rearwardlydisposed axle and diiierential housings rigidly connected between saidside rails, roadwheels, a plurality of wheel supporting means eachsupporting one of said wheels at a predetermined location on said framestructure adjacent one of said housings, each of said supporting meansincluding a bracket having a first portion secured to one of said siderails and a second portion secured to one of said housings, upper andlower control arms each having one extremity pivotally carried by saidbracket, wheel journalling means pivotally carried by the oppositeextremities of said control arms and operatively connected to one ofsaid wheels and a torsion bar having one end secured to one of saidcontrol arms and its opposite end detachably secured to said framestructure, and a plurality of axle means each extending from one of saidhousings to one of said wheels, each of said axle means having separablesections to facilitate the removability and attachment of said wheeljournalling means.

CHESTER C. UTZ. JOHN E. COLLIER.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 1,780,370 Tenny Nov. 4, 19302,096,118 Leighton Oct. 19, 1937 2,103,590 Lefevre Dec. 28, 19372,103,624 Lester Dec. 28, 1937 2,162,828 Slack June 20, 1939 2,202,689Eliot May 28, 1940 2,233,293 Matthews Feb. 25, 1941 2,455,429 LucienDec. 7, 1948 2,463,040 MacPherson Mar. 1, 1949 FOREIGN PATENTS NumberCountry Date 330,588 Italy Oct. 19, 1935 427,907 Great Britain May 2,1935 457,089 Great Britain Nov. 20, 1936 464,472 Great Britain Apr. 15,1937 556,241 Great Britain Sept. 27, 1943 695,658 France Oct. 6, 1930769,604 France June 11. 1934

